Electropneumatic brake and signal system



JOHN B; GROSSWEGE,"OF'WILKINSBURG, PENNSYLVANIA,ZASSIGNOB,' To THE:WEST- INGHOUSE :AIR" BRAKE COMPANY, OF." IPQRATIO N OF PENNSYLVANIA;

wrrirvrnnnme, rENNsYL-VANNIA, 11,003.-

ELEGTROPNEUMATIC BRAKE AND SIGNAL SYSTEM.

ToaZZ-wkom itzmay concern Be-it known' that I, JoHNB; Gnosswnen, acitizen of the Uni-ted states, residing at Wilkinsburg, in the "countyof Allegheny i 5 and State of Pennsylvania,=-have invented enew anduseful Improvements in Electropneumatic Brakes and Signal-Systems, of 1which the: folloW-ingis a specification. This invention relates to:electrically controlled brakes for railway trains; and has for one ofitsobjects to reduce the number of train Wires required for controllingtheapplication and release of the brakes.

1 Another object of my invention-is to provide a system in Which-the:electric brake circuits may be utilized for train signalling.

" Specification of Letters Patent.

Patented ,"May 2, 1922.

' application filed: May 22,1919. "Serial 1103298375.

emergency magnets 3-andv the-emergency switches 41 across thettrainwires 8 and 9.

An emergency circuit breaker 15 is con nected in the tI2L'i1'11'WlI'6'9'adjacent-to the generator for opening the emergency circuit when thecurrent flow becomes "excessive,

through the operation 'ofthe emergency switch rto short-circuit' the:train Wires 8 and 9.

ilj he emergency magnets 3 are normally energlzed and are adapted. upondeenergizawe tion to effect-an emergencyapplication of the brakes.

The release magnets 2 are-adapted to 'release the brakeswhenvdeenergized if the triple orequalizingvalve device" is in releaseIn the accompanying drawing; Fig.- 1- is -position-and theserviceapplicationmagnets i a diagrammatic drawing of an electro-pneu-'matic brakeequipment for a trainandembodying myinventionyand Fig. 2' adiagramshowing the difierent positions of the I brake=c0ntrollen .Asshown in Fig. 1 ofthe drawing each car is providedwith: aservice magnet1=for= controlling the admission of fluid under; pressure to thebrake'cylinder in a'service application of thebrakes, a release magnet 2for controlling therelease of fluid from the v brake cylinder, anemergency magnet- 3 for controlling the-admission of fiuid to the brakecylinder in anemergency application ergizedf Themagnets E, Rpand S. maycontrol apparatus similar to that disclosed in Patent 1 areadapted toapplythe brakes When en- =N 0.. 1,192,961ofWalter V. Turner; datedAugust 1, 1916, except thatthe emergency magnetbf the pa'tentconstruction is normally-deenergized and is energized to effect an--emergency I application of the brakes,- While' in the presentconstruction the :emergency magnetisnormally energized :and isdeenergized to eflect an emergency "application of the brakes.

According to the patent construction,

of the brakes; andan-emergencyswitch de- -When-the service magnetisenergized, fluid vice ladapted to be operated upon a: suddenreduction' in pressure in the usual automatic SS-brake pipe 5 forshort-circuiting the-emerg'encycircuit. o

- On the'head car or locomotive there-is 'provided a double voltageelectric generator,- such-as a; three Wire'generator-or a @generator- 40a in which the armature has' two windings. In the drawing, 1 have showntl1ewlast+mentioned type -of:generato1",=having a commutator fi'for onewindingrand; a-commutator 7 for :the' other-Winding, the positive brushof the I- commutator 7 and the negativewbrnsh of-the commutator G'beingconnected to a Wire 11 leading' to 'an-:electriocontroller: 12; the''positivertenmina-l of commutator 6 andthe: negative :-.'-termi'nal-' of"a commutator: 7 beingconis vented from the 'brake pipe of a fluidpressure brake system so-as to operate a triple or equalizing valvedevicete effect a service application of the brakes and when theemergency magnet is opera tedyfluid is vented from the brake pipe at anemergency-rate to eifeot the movement of thetriple valve device toemergency position.

It will therefore be seen that in either brake application positiomitheexhaust from the brake cylinder through-the release magnet is cut'ofi"by the'movement of the triple valve parts, so that it isimmaterialwhether the release magnet is ,op'enorclosed.

'Inpperation, 'the brake' controller 12 is normally, maintained inrunning posit-ion, in which; asshowrrin Fig. 2 0i the drawingptheo.nected by therrespective wires 13: and 1 1- to--wire llisconnectedatotrain'wire Stlirough said contnoller. The Trelease magnets 2areconnected across -.contact 16 of'the controller. :Thetrain Wires8-:and 92am therefore "connected together .itheztrain wi-res 8.-and:l0rtheeservice magnets: .thxougli rthe wiriding :of the generator *e'on-'trolledl by :theacmnmutamr Tear-1d theerners gency magnets 8 are heldenergized, bythe current generated inthis winding.

If it is desired to effect a serviceapplicas tion of the brakes, thebrake controller 12 is nectedin series with the release magnets 2 turnedto service position, in which the train wire 10 is connected throughcontact 17 with wire 13 and the wire 11 through contact '16 with trainwire 8..

A circuit is therefore closed through both windings of the generator.controlled by the commutators 6 and 7, so thatthe service magnets 1,connected across the train wires 9'and 10, are energized by. thecombined voltage of the two windings. p The service magnets are thenenergized to vei lectaservice application of the brakes.

' The emergency magnets 3 are alsocon across the'train wires 9 and 10,so that said emergency magnets are energized to prevent I an emergencyapplication of the brakes.

The brakes, maybe held applied by turning the brake switch to lapposition,'in which" the connection between the train wire 10 and thegenerator is opened, so that the circuit" through the service magnets isopened to prevent a further application of the brakes,

.. while the emergency magnets are maintainedimmaterial in this positionwhe energized by the circuit through the train wires 8 and 9 and thewinding controlled by commutator 7 which isclosed through the contact 16of the brake-switch. The release switch is turned to running position,in

which all circuits are open, except the circuit for energizing theemergency magnets- '3, and the release magnets being deenergized,

the brakes are released. 7

In the recharging position, the electric connections are the same as inlap position,

:but in this position as in the above men-'* tioned patent fluid issupplied to the brake pipe for the purpose of rechar ing thesystemwithout releasing the brali es.

In emergency position, all circuits are openechincluding the emergencycircuit, so that the emergency magnets 3 are deeiiergized to efi'ectanemergency application of the brakes.

Emergency action may also be effected upon a sud en reduction inpressure in the brake pipe 5 of the fluid pressure brake sys .tem by theoperatioiiof the emergency switch 7 device 4. In this case the piston 18is operi ated by spring 19.upon a reduction inpressure in the brake pipe5, to close theswitch 20 and thus short-circuit the train wires 8 and.9; This causes an excessive current flow.

through the overloadswitch 15, which then operates in the usual way toopenthe circ'uit' at the trainwire 91." The emergency magnets are thenedeenergiz'edjto cause an emergency application of the brakes.

I also proposeto utilize the same train wires for signaling purposes, sothat the operator on the headcar or locomotive may signal to therearcar, or a signalmayl be the generator which isemployed'for'supplying current for braking purposesffThe armature shaftof the generator is provided with slip rings 21 in additiontothe directcurrent commutatorsfi and 7' and onebrush of the "slip rings isconnectedto the train 'wire8 while the other brush is connected througha condenser 22 Witl'liftlitiii wire 9 I and also through a condenser''23 with train wire10. r

A switch 24 controls the circuit through train wire Sand a signal device'25 is interposed-in the connection to train wire 10.

:011 the rear car or on any car of the train, a condenser 26 and switch27' are-interposed across the train wires8 and-1O and a condenser 28 anda signal device 29 are interposedacross the train wires 8 and 9.

If the-operator on the head car wishes to signal to a car at therear,'he closes the switch 2 1, so that alternating current is suppliedthrough the condenser 22 to train wire 9-and thenceflows through thesignal device 29 and condenser 28 to train wire 8 and back to theslip-rings 21, thus closirig -a circuit throughthe signal device 29 foroperating same.-

If it is desired to signal the operator at ssl the head end from therear,- the switch' 27 is closedyand a"circuit is closed from thecondenser 26 through train wire 10;to signal device25, through condenser23 to the slip rings 21;.and thence through train wire 8 tothe switch27. The signal device 25 is then operated to signaltheoperator on thehead car. 1

Condensers are included in the various signal circuits at the pointsshown,'so as to prevent the flow of direct current from the brakecircuits to the signal devices. Having now described my invention, whatI claim as new, and desire to secure: by Let ters Patent, is p V 1. Inan electrically controlled brake, the

combination with a release magnet, a service application magnet, and anemergencyapplication magnet, of three train wires having thereleasemagnet connected across the" first and second train wires, theemergency Imagnet across the second and third train :wires. andtheservice-magnet across the first and. third and means for supplying,"current 2. In an electrically controlled brake, the

combination with a release magnet, a service application magnet, and anemergency application magnet, of three train wires having the releasemagnet connected across the first and second tram wires, the emergencymagnet across the second and thlrd train vwires, and the service magnetacross thefirst and third and a double voltage generator adapted toimpress one voltage across the first and third train wires, anothervoltage across the first and second train wires, and

the last-mentioned voltage across the second and third train wires.

. 5. In an electrically controlled brake, the combination with a magnetadapted upon deenergization to effect an emergency application of thebrakes, of two normally energized train wires across which said magnetis connected, a normally open switch connected across said train wires,means operated upon applying the brakes for closing said switch, andmeans operated upon closing said switch for opening the circuit throughthe emergency magnet. r

i. In an electro-pneun1atic brake, the com.- bination with electricallycontrolled means operated upon deenergization to effect an applicationof the brakes, of a normally energized train wire connected to saidmeans, a normally open switch in circuit'with said train wire, meansoperated upon applying the brakes for closing said switch, and meansoperated upon closing said switch for de energizing said train wire.

In an electro-pneumatic brake, the combination with electricallycontrolled means operated upon deenergization to effect an applicationof the brakes, of a normally energized train wire connected to saidmeans, a normally open switch in circuit with said train wire, meansoperated upon a reduction in brake pipe pressure for closing saidswitch, and means operating uponclosing said switch for deenergizingsaid train wire.

6. In an electrically controlled brake, the combination with a normallyenergized train Wire, the deenergization of which is adapted to efl'ectan application of the brakes, oi

means operated upon applying the brakes for short-circuiting said trainwire, and meansoperated upon short-circuiting said train wire fordeenergizing the train wire.

7. .The combination with anvelectrically controlled brakeincludingmagnets for con-' trolling the brakes, train wires connected tosaid magnets, andmeans for supplying direct current to said train wires,of signal devices'also connected to said train wires and means forsupplying alternating current to said signal devices. 7

8. The combination with an electrically controlled brake includingmagnets for con trolling the brakes, train wires connected to saidmagnets, and means for supplying clirect current to said train wires, ofsignal devices also connected to said train wires,

means for supplying alternating current to said signal devices, andcondensers for preventing the flow of direct current from said trainwires to-the signal devices.

9. The combination with an electricallyv to T controlled brake deviceand an electrically controlled signal device adapted to be supplied withcurrent through acommon circuit, of means for rendering one deviceresponsive only to alternating current and the other device only todirect current.

10. The combination with an electrically controlled brake device and anelectrically controlled signal device adapted to be supplied withcurrent through a common circuit, one device being responsive only todirect current, of means for, rendering the other device responsive onlyto alternating current. V

11. The combination with an electrically controlled brake deviceresponsive only to 7 direct current and an electrically controlledsignal device responsive to alternating current, both devices beingconnected to acornmon current supply wire, of means for preventing flowof direct current to the signal device.

In testimony whereof I have hereunto set my hand.

JOHN B. enosswiien

